EP2075449B1 - Kraftstoffdrucksteuervorrichtung eines Motors - Google Patents

Kraftstoffdrucksteuervorrichtung eines Motors Download PDF

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Publication number
EP2075449B1
EP2075449B1 EP08172235.7A EP08172235A EP2075449B1 EP 2075449 B1 EP2075449 B1 EP 2075449B1 EP 08172235 A EP08172235 A EP 08172235A EP 2075449 B1 EP2075449 B1 EP 2075449B1
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EP
European Patent Office
Prior art keywords
fuel pressure
fuel
engine
combustion mode
catalyst
Prior art date
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EP08172235.7A
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English (en)
French (fr)
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EP2075449A2 (de
EP2075449A3 (de
Inventor
Yuzo c/o Nissan Motor Co. Ltd Kageyama
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Publication date
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Publication of EP2075449A3 publication Critical patent/EP2075449A3/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a fuel pressure controlling device for an engine. Aspects of the invention relate to an apparatus, to a device, to a method and to a vehicle.
  • a related engine controlling device including a fuel pressure controlling device that sets the pressure of fuel injected into a cylinder of the engine by a fuel injector when the engine is operating in a stratified combustion mode to a value that is higher than the pressure of fuel injected by the fuel injector when the engine is operating in a homogeneous combustion mode.
  • JP 2006 336477 A discloses such a device. It is an aim of the present invention to address this issue and to improve upon known technology. Embodiments of the invention may make it possible to prevent exhaust performance from deteriorating by reducing the time from when a request is detected to be present to switch combustion methods to when the combustion method is actually switched. Other aims and advantages of the invention will become apparent from the following description, claims and drawings.
  • a fuel pressure controlling device for a four stroke engine having a cylinder, the device comprising a fuel injection device for injecting fuel into the cylinder, an ignition device for igniting a mixture of the injected fuel and air, a catalyst for removing pollutants from exhaust emitted by the engine and a controller for controlling the fuel injection device and the ignition device, the controller being configured to select a combustion mode of the engine from at least a homogeneous combustion mode in which the fuel injection device injects the fuel during the intake stroke of the cylinder and the ignition device ignites the fuel before compression top dead center, wherein the controller is configured to control the fuel injection device to inject the fuel based on a target fuel pressure according to the selected combustion mode, and to detect whether or not a request is present for raising the temperature of the catalyst and wherein in the homogenous combustion mode, when the controller detects that a request is present for raising the temperature of the catalyst, the controller sets the target fuel pressure to be a first target fuel pressure, and when the
  • the controller is further configured to select the combustion mode from the homogeneous combustion mode, a stratified combustion mode in which the fuel injection device injects the fuel during the compression stroke and the ignition device ignites the fuel before compression top dead center, and a retarded combustion mode in which the fuel injection device injects the fuel during the compression stroke and the ignition device ignites the fuel after compression top dead center.
  • the first target fuel pressure corresponds to a target fuel pressure required for operating the engine in the stratified combustion mode and the retarded combustion mode.
  • the first target fuel pressure increases as the rotational speed the engine increases.
  • the first target fuel pressure increases as the load on the engine increases.
  • the controller selects the combustion mode based on the rotational speed of the engine and the load on the engine, and whether or not a request is detected to be present for raising a temperature of the catalyst.
  • the controller selects the homogeneous combustion m ode when the rotational speed is above a predetermined speed threshold and the load is above a predetermined load threshold, the controller selects the stratified combustion mode when the rotation speed is below the predetermined speed threshold and the load is below the predetermined load threshold, and the controller selects the retarded combustion mode when the rotation speed is an idle speed and the request for raising a temperature of the catalyst is detected to be present.
  • the target fuel pressure for the homogeneous combustion mode is decreased.
  • a method of controlling the fuel pressure supplied to a four stroke engine having a cylinder comprising selecting a combustion mode of the engine from at least a homogenous combustion mode in which a fuel injection device injects fuel into the cylinder during the intake stroke of the engine and an ignition device ignites the fuel before compression top dead center, detecting whether or not a request is present for raising the temperature of a catalyst, the catalyst being provided for removing pollutants from exhaust emitted by the engine, injecting the fuel based on a target fuel pressure according to the selected combustion mode and setting the target fuel pressure, wherein in the homogenous combustion mode, when a request is detected to be present for raising the temperature of the catalyst, the target fuel pressure is set to be a first target fuel pressure, and when a request is not detect to be present for raising the temperature of the catalyst, the target fuel pressure is set to be a second target fuel pressure, the second target fuel pressure being lower than the first target fuel pressure.
  • the combustion mode can be selected from the homogeneous combustion mode, a stratified combustion mode in which the fuel injection device injects the fuel during the compression stroke and the ignition device ignites the fuel before compression top dead center, and a retarded combustion mode in which the fuel injection device injects the fuel during the compression stroke and the ignition device ignites the fuel after compression top dead center.
  • the first target fuel pressure corresponds to a target fuel pressure required for operating the engine in the stratified combustion mode and the retarded combustion mode.
  • the first target fuel pressure increases as the rotational speed the engine increases.
  • the first target fuel pressure increases as the load on the engine increases.
  • the combustion mode is selected based on the rotational speed of the engine and the load on the engine, and whether or not a request is detected to be present for raising a temperature of the catalyst.
  • a fuel pressure controlling device for a four stroke engine having a cylinder, the device comprising fuel injection means for injecting fuel into the cylinder, ignition means for igniting a mixture of the injected fuel and air, a catalyst for removing pollutants from exhaust emitted by the engine and control means for controlling the fuel injection means and the ignition means, the control means selecting a combustion mode of the engine from at least a homogeneous combustion mode in which the fuel injection means injects the fuel during the intake stroke of the cylinder and the ignition means ignites the fuel before compression top dead center, the control means further detecting whether or not a request is present for raising the temperature of the catalyst, wherein the fuel injection means is controlled to inject the fuel based on a target fuel pressure according to the selected combustion mode and wherein in the homogenous combustion mode, when a request is present for raising the temperature of the catalyst, the target fuel pressure is set to be a first target fuel pressure, and when a request is not present for raising the temperature of
  • a fuel pressure controlling device for a four stroke engine having a cylinder includes a fuel injection device for injecting fuel into the cylinder, an ignition device for igniting a mixture of the injected fuel and air, a catalyst for removing pollutants from exhaust emitted by the engine, and a controller for controlling the fuel injection device and the ignition device, the controller being configured to select a combustion mode of the engine from at least a homogeneous combustion mode in which the fuel injection device injects the fuel during the intake stroke of the cylinder and the ignition device ignites the fuel before compression top dead center.
  • the controller is configured to control the fuel injection device to inject the fuel based on a target fuel pressure according to the selected combustion mode, and to detect whether or not a request is present for raising the temperature of the catalyst.
  • the controller sets the target fuel pressure to be a first target fuel pressure
  • the controller sets the target fuel pressure to be a second target fuel pressure, the second target fuel pressure being lower than the first target fuel pressure.
  • a method of controlling the fuel pressure supplied to a four stroke engine having a cylinder includes selecting a combustion mode of the engine from at least a homogenous combustion mode in which a fuel injection device injects fuel into the cylinder during the intake stroke of the engine and an ignition device ignites the fuel before compression top dead center, detecting whether or not a request is present for raising the temperature of a catalyst, the catalyst being provided for rem oving pollutants from exhaust emitted by the engine, injecting the fuel based on a target fuel pressure according to the selected combustion mode, and setting the target fuel pressure.
  • the target fuel pressure when a request is detected to be present for raising the temperature of the catalyst, the target fuel pressure is set to be a first target fuel pressure, and when a request is not detect to be present for raising the temperature of the catalyst, the target fuel pressure is set to be a second target fuel pressure, the second target fuel pressure being lower than the first target fuel pressure.
  • a fuel pressure controlling device for a four stroke engine having a cylinder includes fuel injection means for injecting fuel into the cylinder, ignition means for igniting a mixture of the injected fuel and air, a catalyst for removing pollutants from exhaust emitted by the engine, and control means for controlling the fuel injection means and the ignition means, the control means selecting a combustion mode of the engine from at least a homogeneous combustion mode in which the fuel injection means injects the fuel during the intake stroke of the cylinder and the ignition means ignites the fuel before compression top dead center, the control means further detecting whether or not a request is present for raising the temperature of the catalyst.
  • the fuel injection means is controlled to inject the fuel based on a target fuel pressure according to the selected combustion mode.
  • the target fuel pressure is set to be a first target fuel pressure
  • the target fuel pressure is set to be a second target fuel pressure, the second target fuel pressure being lower than the first target fuel pressure.
  • stratified combustion may be performed immediately after starting the engine.
  • homogeneous combustion may be performed when stratified combustion cannot be performed immediately after starting the engine.
  • a combustion mode when a combustion mode can be switched from the homogeneous combustion mode to the retard combustion mode, a fuel pressure for combustion injection required for the retard combustion mode (relatively high fuel pressure) can be reached at an early stage, so that the combustion mode can be quickly switched. Therefore, a catalyst activation time can be reduced.
  • Fig. 1 shows a system including a fuel pressure controlling device of a direct cylinder fuel-injection spark-ignition engine 1 according to an embodiment of the present invention.
  • the engine 1 comprises an ignition device 10, a fuel injection device 20, an intake path 30, and an exhaust path 40.
  • the engine 1 is, for example, a four stroke engine, each cylinder having an intake stroke, which air is drawn into the cylinder as the piston moves to expand volume in the cylinder while intake valve(s) are open, a compression stroke, in which air is compressed in the cylinder as the piston moves to decrease the volume in the cylinder while intake and exhaust valves are closed, a expansion stroke, during which a fuel-air mixture is combusted to force the piston to move to expand the volume in the cylinder while the intake and exhaust valves are closed, and an exhaust stroke, in which combustion products are forced out of the cylinder as the piston moves to decrease the volume in the cylinder while the exhaust valve(s) are open.
  • fuel can be injected into the cylinder near the end of the compression stroke, exactly in between the compression and expansion strokes, or near the start of the expansion stroke. Also, it is noted that the valve timing can be adjusted to depart from the typical valve states described in this paragraph.
  • the ignition device 10 for example a spark plug, ignites a mixture of fuel and air that is compressed in each cylinder.
  • the fuel injection device 20 directly injects fuel into each cylinder by a high pressure injector. Fuel that is supplied to the fuel injection device 20 is stored in a fuel tank 21.
  • An electric low pressure fuel pump 22, a low pressure regulator 23, and a fuel filter 24 are built in the fuel tank 21 so as to be integrally formed into a module structure.
  • the fuel stored in the fuel tank 21 is drawn out by the low pressure fuel pump 22, and is discharged from the low-pressure fuel pump 22.
  • the discharged low pressure fuel is filtered through the fuel filter 24, passes through a low pressure fuel path 25a, and is supplied to a high pressure fuel pump 26.
  • the fuel discharged from the high pressure fuel pump 26 is supplied to the fuel injection device 20 through a high pressure fuel path 25b.
  • the high-pressure fuel path 25b is provided with a fuel-pressure sensor 27 that detects fuel pressure.
  • a high pressure regulator 28 is provided in a return path 25d that connects the high pressure fuel path 25b and the low pressure fuel path 25a to each other and that returns the fuel from the high pressure fuel path 25b to the low pressure fuel path 25a. Based on a signal from the fuel pressure sensor 27, using the high pressure regulator 28, the fuel pressure of the high pressure fuel path 25b continuously changes an opening area of the return path 25d, so that feedback control is performed with regard to a target fuel pressure in accordance with the operation state of the engine 1.
  • the fuel pressure of the fuel flowing through the low pressure fuel path 25a is adjusted by a low pressure regulator 23 provided at a return path 25c that returns the fuel to the fuel tank 21.
  • the high pressure fuel pump 26 is a plunger-type fuel pump that is driven by the engine 1 and that can discharge the high pressure fuel when the engine has low rotational speed.
  • the intake path 30 is a path for supplying air to each cylinder. From an upstream side, the intake path 30 is provided with an air flow sensor 31 and an electronic control throttle 32.
  • the air flow sensor 31 detects an intake quantity being drawn into the engine 1.
  • An electronic control throttle 32 drives a throttle valve 33 based on a control signal from a controller 50, to control a throttle opening in accordance with the operation state of the engine 1.
  • the exhaust path 40 is a path for exhausting exhaust gas (i.e., the products of fuel-air combustion from each cylinder) to the outside.
  • the exhaust path 40 is provided with a catalytic converter 41.
  • the catalytic converter 41 includes a catalyst that removes harmful substances, such as unburned hydrocarbons, carbon monoxide, and nitrogen oxides, from the exhaust.
  • the engine 1 has a plurality of cylinders.
  • the embodiment of Fig. 1 shows an engine 1 having four cylinders arranged in-line. Each cylinder is coupled separately with the intake path 30 and the exhaust path 40. It is understood that the engine controlling device of the present invention is equally applicable to engines having any number of cylinders in any arrangement.
  • the controller 50 is a microcomputer comprising a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input/output interface (I/O interface).
  • CPU central processing unit
  • ROM read only memory
  • RAM random access memory
  • I/O interface input/output interface
  • signals from, for example, a water temperature sensor 51, a crank angle sensor 52, and an idle switch 53 are input to the controller 50.
  • the water temperature sensor 51 detects the water temperature of the engine 1.
  • the crank angle sensor 52 detects the rotational speed of the engine 1 and a reference position of each cylinder.
  • the crank angle sensor 52 outputs a position signal (POS signal) with each unit rotational angle of the engine crank shaft.
  • the crank angle sensor 52 also outputs a reference signal (REF signal) at a reference position of the crank shaft.
  • the controller 50 calculates the ignition timing and the fuel injection timing based on, for example, the POS signal and the REF signal.
  • the idle switch 53 detects whether or not the engine 1 is in an idle operation as a result of being switched on when an accelerator pedal is not used.
  • the combustion method can be switched between stratified combustion and homogeneous combustion.
  • stratified combustion refers to combustion that is carried out by injecting fuel during the compression stroke of the piston and igniting the resultant fuel-air mixture before the piston reaches compression top dead center and while the fuel is unevenly distributed near the ignition device 10.
  • homogeneous combustion refers to combustion that is performed by injecting fuel during the intake stroke of the piston and forming a gas mixture having a substantially uniform air-fuel ratio in the entire combustion chamber which is then ignited when the piston is near compression top dead center at a crank angle between near the end of the compression stroke and near the start of the expansion stroke.
  • stratified combustion is performed after starting the engine (stratified combustion engine start-up). Compared to homogeneous combustion in which fuel is homogeneously spread in each cylinder, stratified combustion can restrict production of wall flow in each cylinder. Therefore, it is desirable to start the engine by stratified combustion when there is a request for activating the catalyst. Starting the engine by stratified combustion can use a fuel injection amount smaller than that when starting the engine by homogeneous combustion. As a result, the catalyst can be increased in temperature more quickly by after-burning hydrocarbons not burned in the fuel-rich zones near the ignition device and that amount of unburned hydrocarbons emitted from the catalytic converter can be reduced due to the overall lean mixture that is combusted, making it possible to improve exhaust performance.
  • Fig. 2 When an engine is operating above an idle rotational speed (e.g., when a vehicle in which the engine is mounted is travelling ordinarily), as shown in Fig. 2 , stratified combustion is performed in a predetermined operation area of low speed, low load operation, to yield good gas mileage. Otherwise, homogeneous combustion is performed in a predetermined operation area of low speed, high load operation, or high speed, high load operation, to yield high engine power output.
  • the combustion mode is switched to retarded combustion, which is a different state or method of combustion from the aforementioned ordinary stratified combustion and homogeneous combustion.
  • Retarded combustion is a combustion method in which an ignition timing is set at or following compression top dead center and in which fuel is injected before the ignition by the ignition device 10. The timing at which the ignition device 10 initiates ignition of the fuel-air mixture is referred to as ignition timing.
  • Retarded combustion is performed to improve the emission performance of the engine exhaust. Retarded combustion results is a slight increase in the amount of unburned hydrocarbons being exhausted by the engine; those unburned hydrocarbons are then after-burned in the catalytic converter, releasing the heat of combustion to activate the catalyst in the catalyst more quickly. Thus, at an early stage of operation when the engine is cold, exhaust performance can be effective improved by retarding the ignition timing. To maximize the effect, ignition is performed at and following compression top dead center.
  • FIG. 3 illustrates an example of the ignition timing and the fuel injection timing of retarded combustion as a function of crank angle (indicated as "CA" in the figure).
  • CA crank angle
  • the ignition timing is set from ten degrees after top dead center (10° ATDC) to fifty degrees after top dead center (50° ATDC) following compression top dead center.
  • the fuel injection timing is set so that fuel is separately injected twice, once during the intake stroke and again during the expansion stroke.
  • the fuel injection timing of a first fuel injection I 1 that is performed during the compression stroke is set so that a period B (measured form the start of the first fuel injection I 1 until ignition) spans a crank angle range from 50 degrees (50° CA) to 140 degrees (140° CA).
  • the fuel injection timing of a second fuel injection I 2 that is performed in the expansion stroke is set so that a period A (measure from the start of the second fuel injection I 2 until ignition) spans a crank angle range from 10 degrees (10° CA) to twenty degrees (20° CA).
  • the ignition timing By setting the ignition timing from 10° ATDC to 50° ATDC, and considerably retarding the ignition timing, a sufficient after-burning effect can be obtained in the catalytic converter for activating the catalyst at an early stage and thereby reducing the ex haust density of hydrocarbons and other pollutants emitted to the outside after the catalytic converter.
  • some fuel remains unburned when leaving the engine and travels with the exhaust to the catalytic converter.
  • the catalytic converter is hot enough to cause the fuel to combust, which causes the temperature of the catalytic converter to rapidly increase and facilitates reduction of the hydrocarbons in the exhaust expelled to the outside.
  • Cylinder turbulence can be generated and/or increased by fuel-spray energy as fuel is injected at a high pressure into each cylinder.
  • fuel and/or air
  • the molecules move very fast in response to the fast influx of the high pressure fuel (and/or air), thereby causing the contents of the cylinder to become turbulent. Turbulent fuel/air mixtures burn faster than non-turbulent mixtures.
  • the cylinder turbulence that is generated by a first fuel injection I 1 performed during the compression stroke before the compression top dead center, gradually decays at or following compression top dead center. Therefore, a second fuel injection I 2 is carried out during the expansion stroke following compression top dead center. Therefore, the residual cylinder turbulence that is generated by the first fuel injection I 1 can be increased by way of the second fuel injection I 2 . Therefore, even if the ignition timing is considerably retarded, fuel is injected immediately prior to ignition by the ignition device 10, to increase the cylinder turbulence, thereby increasing the combustion speed. Therefore, combustion can be stabilized.
  • Fig. 4 illustrates a state in which a gas mixture is formed in the combustion chamber when the retarded combustion is performed.
  • the first fuel injection I 1 performed during the compression stroke, causes a rich first mixture mass 101 having a relatively high fuel-air ratio to be formed near the ignition device 10.
  • the second fuel injection I 2 performed during the expansion stroke, causes a richer second mixture mass 102 to be formed in the interior of the rich first mixture mass 101, which was formed by the first fuel injection I 1 .
  • a gas layer 103 to which a substantial amount of fuel has not spread, is formed outside of the rich first mixture mass 101.
  • the air-fuel ratio of the entire fuel chamber 11 is set to slightly lean (i.e., the air-fuel ratio of the entire fuel chamber 11 is set in the range of about 16 to about 17) compared with a theoretical (stoichiometric) air-fuel ratio (i.e., an air-fuel ratio of about 14.7).
  • the second mixture mass 302 is ignited by the ignition device 10, so that retarded combustion is performed.
  • the fuel-rich layers 302 and 301 cause some of the hydrocarbons to remain uncombusted, while the fuel-lean overall mixture provides the oxygen necessary for afterburning of the unburned hydrocarbons.
  • the combustion method be quickly switched to retarded com bustion, to activate the catalytic converter at an early stage.
  • the combustion mode cannot be switched until the actual fuel pressure reaches a target fuel pressure that allows stratified combustion or retarded combustion to be performed (e.g., the target fuel pressure can be the pressure in the cylinder at compression top dead center).
  • a target fuel pressure can be the pressure in the cylinder at compression top dead center.
  • Retarded combustion is performed to increase exhaust performance (i.e., reduction of pollutants emitted from the catalytic converter) by increasing exhaust temperature and activating the catalyst in the catalytic converter at an early stage. Therefore, when a time lag occurs after a request for switching is present but before the combustion mode can actually be switched to retarded combustion, due to waiting until the fuel pressure is raised, the exhaust performance is correspondingly worsened.
  • the target fuel pressure for homogeneous combustion is set to a high value.
  • the combustion mode can be immediately switched.
  • FIG. 5 is a flowchart illustrating an operation of the fuel pressure controlling device of the engine when the engine is started and when the engine is in idle operation.
  • the controller 50 repeatedly executes this routine at a predetermined computation period.
  • Step S11 the controller 50 determines whether or not stratified com bustion operation is possible.
  • the controller causes the process to proceed to Step S12 to execute homogeneous combustion.
  • the controller causes the process to proceed to Step S13 to execute stratified combustion.
  • Step S12 the controller 50 sets a target fuel pressure to be a target fuel pressure for when a request for activating the catalyst is present.
  • the target fuel pressure is set with reference to the fuel pressure map for stratified combustion as shown in Fig. 7 , but without referring to the fuel pressure map for homogeneous combustion as shown in Fig. 6 .
  • the engine is in a cold state, so that the controller 50 can determine that a request for activating the catalyst at an early stage is present.
  • the fuel pressure map for stratified combustion shown in Fig. 7 shows a stratified combustion region at low loads and low engine rotational speeds, and a homogeneous combustion region at higher loads and/or higher rotational speeds.
  • a constant higher target fuel pressure is set than in the homogenous combustion region. This is because in the stratified combustion region, fuel is injected during the compression stroke, whereas, in the homogeneous combustion region, fuel is injected during the intake stroke.
  • the target fuel pressure that is set during low speed, low load operation may be greater than the target fuel pressure that is set during higher speed and/or higher load operation (i.e., operation calling for homogeneous combustion).
  • the fuel pressure maps shown in Figs. 6 and 7 are maps in which the target fuel pressures at the respective homogeneous combustion areas are divided into approximately 3 to 4 stages. However, the target fuel pressures may be further divided.
  • Step S13 the controller 50 sets the target fuel pressure to a target fuel pressure for stratified combustion. More specifically, the target fuel pressure is set with reference to the fuel pressure map for stratified combustion shown in Fig. 7 .
  • Step S14 the controller 50 determines whether or not a request for proceeding to retarded combustion is present. That is, the controller detects whether or not a request for activating the catalyst at an early stage is present when the engine is in idle operation after the engine rotational speed reaches a predetermined rotational speed. When the controller detects that a request for proceeding to retarded combustion is present, the process proceeds to Step S15, whereas if the controller 50 detects that a request for proceeding to retarded combustion is not present, the current routine ends.
  • a detected or estimated catalyst temperature is greater than a predetermined activation temperature.
  • the catalyst temperature can be detected with the catalyst temperature sensor.
  • An activation determination temperature at this time may be, for example, a predetermined temperature in a range of from 600°C to 800°C.
  • the catalyst temperature can be estimated from the water temperature of the engine or based a combination of the engine water temperature when starting the engine and the intake air quantity after starting the engine.
  • Whether or not a request for activating a catalyst at an early stage is present can be determined based on whether or not, for example, a catalyst activation time has passed.
  • a time from when the engine is started to when the catalyst is activated is set as the catalyst activation time.
  • the catalyst activation time is a variable that is set based on, for example, a detected or estimated catalyst temperature or a retard amount. The lower the catalyst temperature or the retard amount, the longer the catalyst activation time. For example, a predetermined time of approxim ately 2 seconds to 30 seconds may be set.
  • Step S15 the controller 50 sets the target fuel pressure to a target fuel pressure for retarded combustion. More specifically, the target fuel pressure is set with reference to the fuel pressure map for stratified combustion shown in Fig. 7 . Although, in the embodiment, the target fuel pressure for retarded combustion is set using the fuel pressure map for stratified combustion because fuel is injected during the compression stroke, a fuel pressure map for retarded combustion as in Fig. 6 , which is different from the fuel pressure map for stratified combustion as in Fig. 7 , may be provided to thereafter set the target fuel pressure.
  • Fig. 8 is a flowchart illustrating an operation the fuel pressure controlling device of the engine when a vehicle is travelling.
  • the controller 50 repeatedly executes this routine at a predetermined computation period.
  • Step S21 the controller determines whether or not stratified combustion is possible.
  • a current operation area is a predetermined operation area in which the engine is operating at low speed and low load, and the water temperature of the engine is high, which is where stratified combustion is possible
  • the controller 50 causes the process to proceed to Step S22 to execute stratified combustion.
  • the controller 50 causes the process to proceed to Step S23 to execute homogeneous combustion.
  • Step S22 the controller 50 sets a target fuel pressure to the target fuel pressure for stratified combustion. More specifically, the target fuel pressure is set with reference to the fuel pressure map for stratified combustion shown in Fig. 7 .
  • Step S23 the controller 50 determines whether or not a request for activating the catalyst at an early stage is present.
  • the method of determining whether or not a request for activating a catalyst at an early stage is present is as described in Step S14 with reference to in Fig. 5 .
  • the process proceeds to Step S24.
  • the controller 50 determines that a request for activating the catalyst at an early stage is not present, the process proceeds to Step S25.
  • Step S24 the controller 50 sets the target fuel pressure to a target fuel pressure that is set when a request for activating the catalyst is present. More specifically, in principle, the target fuel pressure is set with reference to a fuel pressure map used when a request for activating the catalyst is present, as shown in Fig. 9 .
  • the fuel pressure map of Fig. 9 is a map for setting a constant target fuel pressure in every operation area.
  • the target fuel pressure of the fuel pressure map is set equal to a fuel pressure value that is set for operating in a stratified combustion area. This makes it possible to prevent a time lag from occurring when the combustion mode is switched from homogeneous combustion to stratified combustion or retarded combustion.
  • the target fuel pressure that is calculated with reference to the fuel pressure map for homogeneous combustion (as in Fig. 6 ) may be higher.
  • the target fuel pressure that is calculated with reference to the fuel pressure map for homogeneous combustion is set to be higher.
  • Step S25 the controller 50 sets the target fuel pressure to a target fuel pressure for homogeneous combustion. More specifically, the controller 50 sets the target fuel pressure with reference to the fuel pressure map for homogeneous combustion shown in Fig. 6 .
  • Fig. 10 is a time chart illustrating the fuel pressure controlling operation of the engine according to an embodiment of the fuel pressure controlling device. For clarifying the correspondences of the time chart with the operation flowcharts of Fig. 5 and Fig. 8 , Fig. 10 will be described by indicating the step numbers of the flowcharts of Fig. 5 and Fig. 8 , as required.
  • the controller determines that the engine can be started by stratified combustion ("Yes" in S11), and sets the target fuel pressure with reference to the fuel pressure map for stratified combustion ((B) in Fig. 10 , S13).
  • the controller starts the engine by stratified combustion ((A) in Fig. 10 ).
  • a request for activating the catalyst at an early stage is present ((C) in Fig. 10 ), so that the controller causes the combustion mode to switch from stratified combustion to retarded combustion ((D) in Fig. 10 , "Yes” in S14), and to set the target fuel pressure to the target fuel pressure for retarded combustion ((B) in Fig. 10 , S15). Since, in the embodiment, the target fuel pressure is set with reference to the fuel pressure map for stratified combustion, the target fuel pressure in retarded combustion remains the same as that for stratified combustion.
  • the combustion mode switches again to stratified combustion ((D) in Fig. 10 , "Yes” in S21).
  • the target fuel pressure is set with reference to the fuel pressure map for stratified combustion, so that the fuel pressure is maintained at the same value ((B) in Fig. 10 , S22).
  • a high load state is set.
  • the controller determines whether or not a request for activating the catalyst at an early stage is present (S23).
  • the controller sets the target fuel pressure to the target fuel pressure that is set when a request for activating the catalyst at an early stage is present (S24). Because the target fuel pressure is set with reference to the fuel pressure map used when a request for activating the catalyst is present, as shown in Fig. 9 , the target fuel pressure remains the same as that when stratified combustion is performed ((B) in Fig. 10 ).
  • FIG. 10 An operation of a system without a fuel pressure controlling device of the present invention is shown by broken lines in (B) in Fig. 10 .
  • the target fuel pressure is set to a low fuel pressure value for homogeneous combustion in accordance with the switching of the combustion mode.
  • an actual fuel pressure is subjected to a feedback control so as to follow the target fuel pressure.
  • a fuel pressure value for stratified combustion that is higher than a fuel pressure value that is set for ordinary homogeneous combustion is set as a target fuel pressure. Therefore, when a request is detected to be present for switching the combustion mode from homogeneous combustion to stratified combustion or retarded combustion, the fuel pressure is already set to the high fuel pressure for stratified combustion. Consequently, the combustion mode can be immediately switched without waiting for the fuel pressure to rise. That is, no time lag occurs between when a request is detected to be present for switching the combustion mode and when the combustion mode is actually switched. Therefore, when a request is detected to be present for activating the catalyst at an early stage, retarded combustion can be performed from an earlier stage. Consequently, exhaust temperature is raised to induce activation of the catalyst at an early stage, so that exhaust performance can be enhanced.
  • fuel is injected once during the compression stroke and again during the expansion stroke.
  • the fuel may be injected once either during the compression stroke or during the expansion stroke.
  • the fuel may be injected two times during the compression stroke.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Exhaust Gas After Treatment (AREA)

Claims (15)

  1. Eine Vorrichtung zur Steuerung eines Kraftstoffdrucks in einem Motor (1) mit einem Zylinder, wobei das Gerät umfasst:
    Kraftstoffeinspritzmittel (20) zum Einspritzen von Kraftstoff in den Zylinder;
    Zündmittel (10) zum Zünden einer Mischung aus dem eingespritzten Kraftstoff und Luft;
    einen Katalysator zum Entfernen von Schadstoffen aus von dem Motor (1) ausgestoßenem Abgas (40); und
    Steuermittel (50) zum Steuern der Kraftstoffeinspritzmittel (20) und der Zündmittel (10), wobei die Steuermittel (50) dazu eingerichtet sind, einen Verbrennungsmodus des Motors (1) aus wenigstens einem gleichmäßige-Verbrennung-Modus, in welchem die Kraftstoffeinspritzmittel (20) den Kraftstoff während des Einlasstaktes des Zylinder einspritzen und die Zündmittel (10) den Kraftstoff vor dem oberen Verdichtungstotpunkt zünden, und einem Verbrennungsmodus zum Erhöhen der Temperatur des Katalysators auszuwählen;
    wobei die Steuermittel (50) dazu eingerichtet sind, die Kraftstoffeinspritzmittel (20) so zu steuern, dass der Kraftstoff basierend auf einem Sollkraftstoffdruck gemäß dem ausgewählten Verbrennungsmodus eingespritzt wird, und zu detektierten, ob eine Anweisung zur Erhöhung der Temperatur des Katalysators vorliegt oder nicht (S23);
    wobei in dem gleichmäßige-Verbrennung-Modus, sobald die Steuerungsmittel (50) detektieren, dass eine Anweisung zur Erhöhung der Temperatur des Katalysators vorliegt, die Steuermittel (50) den Sollkraftstoffdruck auf einen ersten Sollkraftstoffdruck einstellen (S24), und, sobald die Steuermittel (50) detektieren, dass keine Anweisung zur Erhöhung der Temperatur des Katalysators vorliegt, die Steuermittel (50) den Sollkraftstoffdruck auf einen zweiten Sollkraftstoffdruck einstellen (S25), wobei der zweite Sollraftstoffdruck kleiner als der erste Sollkraftstoffdruck ist; und
    wobei der erste Solldruck einem Solldruck entspricht, welcher zum Betreiben des Motors (1) im Verbrennungsmodus zum Erhöhen der Temperatur des Katalysators erforderlich ist.
  2. Eine Vorrichtung nach Anspruch 1, wobei die Steuermittel (50) dazu eingerichtet sind, den Verbrennungsmodus auszuwählen aus:
    dem gleichmäßige-Verbrennung-Modus;
    einem geschichtete-Verbrennung-Modus, in welchem die Kraftstoffeinspritzmittel (20) den Kraftstoff während des Verdichtungstaktes einspritzen und die Zündmittel (10) den Kraftstoff vor dem oberen Verdichtungstotpunkt zünden; und
    einem verzögerte-Verbrennung-Modus, in welchem die Kraftstoffeinspritzmittel (20) den Kraftstoff während des Verdichtungstaktes einspritzen und die Zündmittel (10) den Kraftstoff nach dem oberen Verdichtungstotpunkt zünden.
  3. Eine Vorrichtung nach Anspruch 2, wobei der erste Sollkraftstoffdruck einem Sollkraftstoffdruck entspricht, welcher zum Betreiben des Motors (1) in dem geschichtete-Verbrennung-Modus und dem verzögerte-Verbrennung-Modus erforderlich ist.
  4. Eine Vorrichtung nach einem der voranstehenden Ansprüche, wobei der erste Sollkraftstoffdruck zunimmt, wenn die Drehgeschwindigkeit des Motors (1) zunimmt.
  5. Eine Vorrichtung nach einem der voranstehenden Ansprüche, wobei der erste Sollkraftstoffdruck zunimmt, wenn die Last auf den Motor (1) zunimmt.
  6. Eine Vorrichtung nach Anspruch 2 oder einem von Anspruch 2 abhängigen Anspruch, wobei die Steuermittel (50) dazu eingerichtet sind, den Verbrennungsmodus basierend auf der Drehgeschwindigkeit des Motors (1) und der Last auf den Motor (1) und ob oder ob nicht detektiert worden ist, dass eine Anweisung zur Erhöhung einer Temperatur des Katalysators vorliegt (S23), auszuwählen.
  7. Eine Vorrichtung nach Anspruch 6, wobei die Steuermittel (20) dazu eingerichtet sind, auszuwählen:
    den gleichmäßige-Verbrennung-Modus, wenn die Drehgeschwindigkeit oberhalb eines vorbestimmten Geschwindigkeitsschwellwerts und die Last oberhalb eines vorbestimmten Lastschwellwerts ist;
    den geschichtete-Verbrennung-Modus, wenn die Drehgeschwindigkeit unterhalb des vorbestimmten Geschwindigkeitsschwellwerts und die Last unterhalb des vorbestimmten Lastschwellwerts ist; und/oder
    den verzögerte-Verbrennung-Modus, wenn die Drehgeschwindigkeit eine Leerlaufgeschwindigkeit ist und detektiert wurde, dass eine Anweisung zur Erhöhung einer Temperatur des Katalysators vorliegt.
  8. Eine Vorrichtung nach einem der voranstehenden Ansprüche, wobei, nachdem der Motor (1) gestartet ist und detektiert wurde, dass keine Anweisung zur Erhöhung einer Temperatur des Katalysators vorliegt, der Sollkraftstoffdruck für den gleichmäßige-Verbrennung-Modus verringert ist.
  9. Ein Verfahren zur Steuerung eines Kraftstoffdrucks, welcher einem Motor (1) mit einem Zylinder zugeführt wird, wobei das Verfahren umfasst:
    Auswählen eines Verbrennungsmodus des Motors (1) aus wenigstens einem gleichmäßige-Verbrennung-Modus, in welchem ein Kraftstoffeinspritzgerät (20) Kraftstoff während des Einlasstaktes des Motors einspritzt und ein Zündgerät (10) den Kraftstoff vor einem oberen Verdichtungstotpunkt zündet, und einem Verbrennungsmodus zum Erhöhen der Temperatur des Katalysators, wobei der Katalysator zum Entfernen von Schadstoffen aus von dem Motor (1) ausgestoßenem Abgas (40) bereitgestellt ist;
    Detektierten, ob eine Anweisung zur Erhöhung der Temperatur des Katalysators vorliegt oder nicht (S23);
    Einspritzen des Kraftstoffs basierend auf einem Sollkraftstoffdruck gemäß dem ausgewählten Verbrennungsmodus; und
    Einstellen des Sollkraftstoffdruckes;
    wobei in dem gleichmäßige-Verbrennung-Modus, sobald detektiert wird, dass eine Anweisung zur Erhöhung der Temperatur des Katalysators vorliegt, der Sollkraftstoffdruck auf einen ersten Sollkraftstoffdruck eingestellt wird (S24), und, sobald detektiert wird, dass keine Anweisung zur Erhöhung der Temperatur des Katalysators vorliegt, der Sollkraftstoffdruck auf einen zweiten Sollkraftstoffdruck eingestellt wird (S25), wobei der zweite Sollraftstoffdruck kleiner als der erste Sollkraftstoffdruck ist; und
    wobei der erste Solldruck einem Solldruck entspricht, welcher zum Betreiben des Motors (1) im Verbrennungsmodus zum Erhöhen der Temperatur des Katalysators erforderlich ist.
  10. Ein Verfahren nach Anspruch 9, wobei der Verbrennungsmodus ausgewählt wird aus:
    dem gleichmäßige-Verbrennung-Modus;
    einem geschichtete-Verbrennung-Modus, in welchem das Kraftstoffeinspritzgerät (20) den Kraftstoff während des Verdichtungstaktes einspritzt und das Zündgerät (10) den Kraftstoff vor dem oberen Verdichtungstotpunkt zündet; und
    einem verzögerte-Verbrennung-Modus, in welchem das Kraftstoffeinspritzgerät (20) den Kraftstoff während des Verdichtungstaktes einspritzt und das Zündgerät (10) den Kraftstoff nach dem oberen Verdichtungstotpunkt zündet.
  11. Ein Verfahren nach Anspruch 10, wobei der erste Sollkraftstoffdruck einem Sollkraftstoffdruck entspricht, welcher zum Betreiben des Motors (1) in dem geschichtete-Verbrennung-Modus und dem verzögerte-Verbrennung-Modus erforderlich ist.
  12. Ein Verfahren nach einem der Ansprüche 9 bis 11, wobei der erste Sollkraftstoffdruck zunimmt, wenn die Drehgeschwindigkeit des Motors (1) zunimmt.
  13. Ein Verfahren nach einem der Ansprüche 9 bis 12, wobei der erste Sollkraftstoffdruck zunimmt, wenn die Last auf den Motor (1) zunimmt.
  14. Ein Verfahren nach Anspruch 10 oder einem von Anspruch 10 abhängigen Anspruch, wobei der Verbrennungsmodus basierend auf der Drehgeschwindigkeit des Motors (1) und der Last auf den Motor (1) und ob oder ob nicht detektiert worden ist, dass eine Anweisung zur Erhöhung einer Temperatur des Katalysators vorliegt (S23), ausgewählt wird.
  15. Ein Fahrzeug mit einer Vorrichtung nach einem der voranstehenden Ansprüche 1 bis 8.
EP08172235.7A 2007-12-25 2008-12-19 Kraftstoffdrucksteuervorrichtung eines Motors Not-in-force EP2075449B1 (de)

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JP2009156064A (ja) 2009-07-16
US7690369B2 (en) 2010-04-06
US20090164101A1 (en) 2009-06-25
EP2075449A2 (de) 2009-07-01
EP2075449A3 (de) 2012-10-24
JP4918911B2 (ja) 2012-04-18
CN101469641B (zh) 2012-01-25
CN101469641A (zh) 2009-07-01

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